Speed-changing mechanism.



F. L. CHASE. SPEED CHANGING MECHANISM. PPLIUATION FILED 11110.18 1905.904,179. Patented Nov. 17, 1908. BTS SHEET 1.

A, N0. Y. @v Y. u W L m P. L. CHASE.

ANGING MEGHANISM.

PPPPPPPPPPPPPPPPP B0. 18, 1905.

Patented Nov. 17,1908.

F. L. CHASE. SPEED CHANGING MBGHANISM.

Patented Nov. 1'?, 1908.

TION FILED DE() 18, 1905 P. L. CHASE. SPEED CHANGING MEGHANISM.APPLICATION FILED DEO. 18, 1905;

Pamntea Nov. 17,1908;

5 SHEETS-SHEET 4.

F. L. CHASE.

SPEED CHANGING MBcHAmsM.

APPLICATION FILED DEC. 18, 1905.

Patented Nov. 17, 1908.

5 SHBETS-SHEET 5,

\ clutches which severely taxes the strength of FRANK'L. CHASE, OFJAMESTOWN, NEW YORK.

SPEED-CHAN GIN G IQECHAN ISM.

Specification of Letters Patent.

Patented Nov. 17, 190s.

Application filed December 18, 1905. Serial No.r292,132.

To all whom it lmay concern:

Be it known that l, FRANK L. CHASE, a citizen of the United States,residing at Jamestown, county of Chautauqua, State of New York, haveinvented a certain new and useful Improvement in Speed-ChangingMechanism, and declare the following to be a full, clear, and exactdescription of the.

same, such as will enable others skilled in the art to which it pertainsto make and use the same, reference being had to the accompanyingdrawings, which form 'a part -of this specification.

My invention relates in general to dierential transmission mechanism,and more particularly to means for controlling such mechanism bycompressed air, or other motive fluid.

In the operation of vehicles driven by internal combustion engines, itis customary to interpose speed changing mechanism between the engineand axl In the case of large vehicles such as railway cars, thedifferent speeds beino' best effected by clutches ordinarily actualedmanually, considerable power is necessary to properly operate the theoperator. It is essential to so arrange speed changing mechanism that itwill not be possible to operate simultaneously7 the clutches for-twodifferent speeds, as if this 1s possible it may happen either fromcarelessness or ignorance on the part of the operator` that themechanism will be broken.

The primary object of my invention is to provide means operated bycompressed air or other motlve-fluid for cont-rolling the clutch of'aspeed changing mechanism thereby relieving the operator of the vehiclefrom the manual work necessary to operate such mechanism by hand.

.A further object of my invention is to provide means for controllingthe various speeds of a motor driven vehicle in which the clutch for anyspeed can be actuated only when the clutches for the other speeds havebeen released. y

A further object of my invention is to provide means for applying thespeed changing clutches in a motor driven vehicle firmly yet gradually,and for effecting the release of the clutches suddenly and with fullpower.

A further object of my invention is to provide fluid pressure operatingmeans for ap- I plying the speed changing clutches in a motor drivenvehicle, controlled by duplicate valves at each end of the vehicle whichwill permit the clutches being operated by, either valve when the othervalve is iu lap position.

A' still further object of my invention is to provide apparatus forcontrolling the speed changing mechanism of a motor driven vehicle whichwill be simple in construction, comparatively inexpensive inmanufacture, and eflicient in operation.

The embodiment of my invention, herein disclosed, comprises a pluralityof motor cylinders, pistons within said cylinders operatively connectedto the clutches of the transmission mechanism for varying the speed, acontrolling valve for supplying and exhausting motive fluid to and fromthe opposite ends of said cylinders, interlocking valves located in thepipes leading to each cylinder for intercepting the passage of airtherethrough, and means for opening the valves in the pipe of onecylinder operated by the pistons in the other cylinders.

invention will be more fully described heremafter with reference to theaccompanying drawings in which the same is illustrated as embodied inconvenient and practical form, and in which,

Figure l is a vertical sectional view through the controlling valve online 1 1 Fig. 3; Fig. 2 a similar view on line 2 2 Fig. 3; Fig. 3 ahorizontal sectional View on line 3 3 Fig. 1; Fig. 4 a similar view online 4 4 Fig. l; Fig. 5 a similar View on line 5 5 Fig. l; F ig. 6 asimilar View on line 6 6 Fig. l; Fig. 7 a similar view o'n line 7 7 Fig.1; Fig. 8 a plan vieW;-F ig. 9 an enlarged sectional vieW through one ofthe motor cylinders and interlocking valve; Fig. 10 a vertical sectionalview through a modified form of controlling valve; Fig. 11 a plan Viewof the valve seat shown in Fig. l0; Fig. 12 a plan View of the valveshown in Fig. 10; Fig. 13 a plan View 'of the under side of the valveshown in Fig. l0; Fig. 14 an enlarged sectional View through a modiliedform of motor cylinder and interlocking valve; Fig. 15 a sectional Viewon line 15-15 Fig. 14, and Fig. 16 a sectional view on line 16 16 Fig.14.

Similar reference characters are used to designate similar parts in theseveral gures of the drawings.

Referrin more particularly to Fig. 8, reference c aracters L', L2 and L3indicate motor cylinders adapted to be supported at any convenient placeon a vehicle, such as a ing mechanism. For' coperating therewith do notin railway car driven by an internal combustion engine. H', H2 and H3indicate piston rods connected to the pistons within the cylinders L',L2 and L3 respectively. The piston rods areoperatively connected withsuitable means for controlling the speed changp convenience of illus?tration I have shown' racks carried by the piston rods which mesh withpinions h', h2 and h3 respectively fixed upon posts the rotation ofwhich operates` clutches or similar devices Jfor varying the speed ofthe vehicle. The transmission mechanism and clutches themselves formparts of my present invention and hence they need not be illustrated orfurther described in this application. A In acopending'application'filed on July 6, 1905, jointly by Bertrand M.Young and myself, Serial clutch, while the valve n3 No. 268,465 isdescribed the speed changing,

mechanism in which the posts shown in Fig. 8 are employedl .It will beunderstood, however, that my present invention is not limited in its useto a speed `changing mechanism,

such as covered by the application re- L erred to.

Leading to the right ends of the cylinders are conduits Z', Z2 andZ3while similar conduits m', m2 and m3 lead to the left ends of therespective cylinders L', L2 and L3. Compressed air or other motive fluidis supplied through pipes Z', Z2 andvZ3 to move the pistons in thecylinders in a vdirection to apply the clutches operatively connectedtherewith, while motive iuid is admitted through the m2 or m3 to movethe piston in the communicating cylinder in a direction to release theclutch connected therewith. In order that it may be impossible toactuate the clutch for one speed until the clutches for the other speedshave been released, Vtwo interlocking valves in each of the pipes Z', Z2and Z3 are provided. The interlocking valves may be constructed asillustrated in Fig. 9 and are opened by 'cams such as shown at h securedto the piston rods. The pipe Z3 for supplying motive fluid to move thepiston in the cylinder L3 to actuate the high speed clutch has thereininterlocking valves N3 and n3, vthe former of `which is only unseatedwhen the piston in the cylinder L has been moved to 'release theintermediate speed is only unseated when the piston in the low speedcylinder L2 has been moved to release the low speed clutch.

The high speed clutch consequently can be actuated only when the low andintermediate speed clutches have been released. In a similar v,mannerthe supply pipe Z leading to the intermediate speed cylinder L hastherein interlocking valves at' N' opened by the piston rods H2 and H3when the pistons in .the hi hl and low speed cylinders have moved intoposition to release such clutches. Interlocking valves 'n2 and N2 areVprovided in the pipe Z2 `through the pipes leading to the low speedcylinder L2 to actuate the low speed clutch, such valves beingrespectively opened by the piston rods H3 and H' when the intermediateand high speed clutches .have been released.

The supply and exhaust of motive fluid leading to the opposite ends ofthe cylinders are controlled by a valve such as shown in Figs. 1 to 7inclusive, in which A indicates the valve casing in the lower end ofwhich lead the pipes from the opposite ends of the cylinders. A pipe ZAalso leads to the interior of the valve cas- ;ing through whichmotive'iiuid is supp/lied,

such for instance as compressed air. The compressed air is deliverednear the lower end of the valve casing from whichextend passages D', D2and D3, such passages terminating in ports as shown in Figs. 2, Sand 4,such ports being controlled by a valve B rotatively mounted in casing A.The valve B is provided with a hollow interior to which openings extendfrom grooves oZ', Z2 and d3, such grooves being-located in the samehorizontal plane as the upper ends of the Ipassages D', D2 and D3.

The pipes m', m2 with upwardly extending passages within the valvecasing deslgnated by reference characters E', E2 and E3. Such passagesterminate in ports controlled by the valve B, the valve beingprovided'with grooves e', e2 and c3 coperating with such ports. Passagese extend to the exterior Aof the valve from the grooves e', e2 asclearly shown in Fig. 5. u

- The pipes Z', passages F', F2 and F3, extending upwardly within thevalve casing 'and terminating in ports in the plane indicated by theline 6-6 Fig. 1. Such ports are controlled by the valve which in suchplane is provided with an extended groove f' to Yadmit air gradually,and a passagef leading from 'its outer surface -to its hollow interioras Fig. 6.

In the plane 7 -7 Fig. l three exhaust ports G', G2 and G3 extendthrough the valve casing as shown in Fig-'7, such exhaust ports beingcontrolled by a groove g in the valve B. The valve B is provided with avalve stem B' which projects .upwardly through a cap A of valve casingA. A spring b' surrounds the stem B and bears against the top of thevalve B to retain the same in close contact with the inner surface ofthe casing. y A handle C is secured to the upper end of the valve stemby means of which thevalve is rotated. A latch C is carried by thehandle and A spring c' forces the latch C' into engagement with theflange Z22. The movement of l the latch is limited by a screw c2projecting 1 shown in engages notches in a flange b2 pro]ectmg aroundthe cap A.-

to a chamber D and m3 communicate Z2 andZ3 commuicate with I thecylinders L inder is supplied p clutch connected into an elongated slotin the latch as clearly shown in Fig. l. The cap A is secured to thecasing A in any suitable manner, such for instance as by screws aextending through holes in registering ears on the cap and casing. Thevalve casing may be supportedin any suitable manner, as for instance bybrackets a.

' The construction of the valve and valve `casing is such that beforemotive fluid is adthe cylinders to actuate the mitted to one of clutchconnected opposite end of with the exhaust, ating the other clutches areconnected with tie motive fluid on the sides of the pistons therein torelease the clutches and with the exhaust on the opposite sides of'their pistons. In the position shown in the figures, motive fluid passesto the chamber D in the valve casing from the supply pipe Z thencethrough the passages D', D2 and Ds to the grooves Z, (Z2 and (Z3, in thevalve from which'it passes through the communicating ports to theinterior of the valve. The niotive fluid passes from the interior of thevalve through the ports e and communicating grooves e and e2 in thevalve to the passages E and E2 which lead to the pipes m and m2 therebydelivering motive fluid to the releasing ends ofthe cylinders L andMotive fluid also passes from .the interior of the valve through thepassa-ge f to the passage F3 thence through the pipe Z3 to the front endof the cylinder L2 so that the piston therein will be moved in adirection to operate the high speed clutch. The pipes Z Z2 leadingslromthe front ends of `L2 communicate with the atmosphere through thepassages F and F2 in the valve casing which are connected with the`exhaust port G3 grooves g and g in the valve. The pipe m3 alsocommunicates with the exhaust through the passage E3 in the valve'casing and communicating grooves e3, g and g inthe valve leading to theexhaust port G3. In the posi.- tion of the valve indicated in thedrawings the piston in the cylinder controlling the, high speed clutchis consequently moved in a direction to actuate said clutch while thepistons in the low and intermediate speed cylinders are moved in anopposite direction to release the clutches controlled thereby. In asimilar manner by moving the valve one-third of a revolution or untilthe'passage f therein registers withpthe passage F in the valve casing,the intermediate speed cylwith motive fluid on the side of the pistontherein to actuate the .thereto and the opposite with the pistontherein, the such cylinder .is connected side of the piston haast.,While the high and low speed cylinders are connected with motive fluidon the releasing sides of their pistons while the opand the cylindersfor actuby the commumcatmg 1s connected with` the exposite sides oftheir pistons communicate with the exhaust. A further rotation of thevalve through one-third of a revolution brings the passage f' intocommunication with the passage F2 in the valve casing so that the lowspeed clutch will be actuated and the high and intermediate speedclutches released.

Zhen it is desired to retain the clutches in the condition resultingfrom the desired movements of the pistons in the motor cylinders, thevalve may be moved one-sixth of a revolution from the positions abovedescribed. A movement of the valve onequarter of a revolution from anyof the three positions for actuating one clutch and releasing theothers, will release the applied clutch so that all of the clutches willbe released. Such one-quarter revolution brings the groove g intoregister with the passage F3 in Fig. 6 permitting the motive fluid topass through such groove and the communieating groove g to exhaust portG3. lVhen the valve is in position for the passage f to register witheither of the passages F or F2 a similar quarter. rotation of the valvewill bring the port previously in register with the passage f intocommunication with the exhaust port. If desired notches may lie-providedinthe flange b2 of the cap A ot the valve casing. to be engaged by lthelatch C and thereby facilitate the desired movement of' the valve.v

In Figs. l0 to 13 inclusive I have illustrated a modified form of valvefor controlling the supply and exhaust of compressed air to and from themotor cylinders for controlling the speed clutches. rlfhe valve shown insuch figures differs strom that shown in Figs. 1 to 7 inclusive in thatit is of a disk type rather than a plug valve. Reference character Oindicates the valve seat which may be conveniently supported by abracket 0 at one end of a car. Mounted upon the valve seat is a valvecasing O the lower end of which is preferably received within a groovein the valve seat to form an air tight joint. Any suitable means may beprovided the valve seatsuch for instance as bolts o for securing thevalve casing to extending through alined holes in lugs projectinglaterally from the valve seat and valve casing. R vindicates the valvewhich is rotatably supported upon the valve seat and is provided with adepending circular :flange engaging a circular opening in the valveseatthereby forming a center of rotation for the valve. S indicates avalve stem projecting upwardly through the valve casing O and providedwith a handle P secured thereto in anysuitable manner, as for instanceby lock nuts S engaging the screwthreaded upper end of' the stem. Thelatch P2 is carried by the handle P and engages notches 02 formed in theperiphery of a v corresponding to the .laterally projecting iiange s.and Q13 are spaced vof the cylinders L, L2

flange O2 casing. p2 indicates a spring engaging end of the latch toretain the same in engagement with the flange O2. The movement of thelatch is ylimited by' a screw p projecting into an elongated slotin thelatch as clearly shown in Fig. 10. The lower end of the stein S isprovided with a circular lug s which engages a circular socket r in thetop of the valve and is also provided with a which is received betweenlugs 1', 1 projecting upwardly from the valve. The valve seat visprovided with a central port t projecting through the saine and withthree ports 15 t2 and t3 located concentricall-y around the' centralport t. The pipes m', m2 and m3 leading from `the ends of the cylindersfor releasing the clutches communicate with the respective ports t', t2and t3. Ports T, T2 and T3'l extend through the valve seat 'O 4and arelocated concentrically around the central. port t but at a greaterdistance therefrom than the ports t', Z2 and t3. The pipes Z Z2 and Z3leading from the vends of the cylinders for operating the clutches forthe several speeds communicate with. the ports T', T2 and T3. The portst', t2 and t3 are spaced equal distances apart and are staggered withrelation to the ports T, T2'and T3 which are also located equaldistances apart. The underside of the valve R is provided with twogrooves V, V2 therein which communicate by passages formed in the valvewith a port fv located in position to coperate with the ports t', seat.A passage leads the exhaust port V3 valve. The valve is also providedwith two ports v2 and from the port c to c3 which extend through thevalve as shown in Fig. 12. The ports c', v2

while the ports V and V2 are located nearer the outer periphery of thevalve and occupy positions in alinement with the spaces between theports 'v' and v2 and 'u' and 1:3 respectively. A port V extends throughthe valve at a distance from the center thereof positions of the ports 2and T3 in the valve seat. At each side of the port V are smaller portsfu. The pipe Z for supplying compressed air for the movement of thepistons within the motor cylinders communicates with the interior ot thevalve casing as shown in Fig. 10.

The operation of the valve islas follows: When it is in the positionshown in Fig. 10, compressed air is supplied through the port V to thepipe Z3 leading to the end of the cylinder L3 for applying the highspeed clutch. When the valve is in this position compressed air is alsosupplied through the ports c2 and c3 and registering ports t and t"tothe pipes m and m2 leading to the ends Jfor releasing the slow at thecenter of the equal distances apartV t2 and t3 of the valve f indicatesthe supply by means of projecting laterally around the i andintermediate speed clutches. The port tlie A V and V2 in the valveconnect the ports T and 'I2-with the exhaust through the passage in thevalve leading to the exhaust port V3 while the port 'v' in the valveconnects the port t3 with the exhaust thereby connecting the pipes Zf,Z2 and m3 with the atmosphere.

When it is desired to operatev the intermediate speed clutch, the valveis rotated to such a position that the port V registers with the port Tin which position compressed air will be supplied to the pipes Z, m2 andm3 while the pipes m Z2 and Z3 will be connected with the exhaust. Tooperate the low speed elutch the valve is rotated to a position in whichthe port V registers with the port T2 in the valve seat in whichposition compressed air will be supplied to the pipes Z2, m and m3 whilethe pipes m2, Z and Z3 will be connected with the exhaust.

It will be noticed that the relative positions of the ports in the valveand valve seat are such that compressed air will be supplied to therelease sides of fore it will be applied to the side of the piston toapply the desired clutch and that by reason of the restricted ports 'uat either side of the large port V the compressed air will the clutchpistons be- Y be gradually supplied to actuate the desired clutch. Thevalve may be rotated in either direction and may be rotated so as toclose all of the ports in the valve seat thereby per- .initting thevalve at one `end of the car to be inoperative 'when the valve at theother end of the car is to control the clutches.

In Figs. 111 and 15 I have illustrated a modified form of motor cylinderfor actuating the clutches in which L6 indicates the cylinder which maybe secured by laterally projecting anges shown in Fig. 15 to the car orto the truck frame. m indicates the pipe for supplying compressed air tothe end of the cylinder to release the clutch, while Z6 pipe forcompressed air clutch. The clutch is operated a rack Z5 carried by thepiston which meshes with the pinion at the upper end of the post h3which controls the clutch connected thereto. L" indicates a bearingcarried by the cylinder through which the post h extends, while k7indicates a housing carried by the cylinder ion at the upper end of thepost. A Inotor cylinder constructed as Ashown in Figs. '11i and 15renders it unnecessary to employ rods extending longitudinally of thecar interposed between the pinions at the upper ends of the posts foractuating the clutches and the pistons in the cylinders. As the pistonto apply the rods are dispensed with in motor cylinders Figs. 1-1 and15, an as shown in these which is a valve seat n3 the opposite sides offor inclosing the pincompressed air is pro- A. which lead to sections ofthe pipe Z8 plying compressed air to the end of v motor cylinder.

L6 to the lower end of the valve casing below ply pipe leading to eachthe piston. n indicates a spring for normally seating the valve N8 whilea7 indicates a cap closing the upper end of the casing.

i hej operationv of the interlocking valve shown in Figs. 14 and 15 isas follows: When the piston Within the cylinder L6 is moved towards theleft in Fig. 14 to disconnect the clutch actuated thereby, the'end ofthe pipe Z7 is uncovered so that compressed air passes through the sameto the underside of the piston N thereby lifting the valve N8 away fromits seat against the tension of the spring n". Compressed air then maypass through the pipe 8 to theend of the cylinder with' which` itcommunicates for actuating the clutch connected thereto. It would be ofcourse understood that each motork cylinder Will controlan interlockingvalve in the supother cylinder so that compressed air may be admitted toapply theclutch for one speed only when the clutches for the otherspeeds havel been released.

From the foregoing description it will be observed that I have inventedan improved l system for controlling thevarious speeds of a vehicle bymotive fluid. It will be further observed that in my system only one ofthe clutches 4which control the various speeds may be operated at a timeand only when all of the-other clutches are released. It will be alsoevident that in my improved' system for controlling the speed of avehicle the valve can` be. operated 1n either direction so as to apply'and release the various speed clutches -`1n anfy order desired and thatthe valve mav be le t on lap between the positions for the variousspeeds so' that a valve may be emyployed at each end of the vehicleeither one of .whichhowever, may be operated to control thelclutchesHavin now fully described my invention with a plurality of to a pistonN0.'

.within said cylinders,

.fluid to more than one .ing to the ends of each preventing the pipes.what I- c aim -as new and desire. to secure by communicate, a valvewithin` said casing, said ports and assages for simultaneously sup-Valve and casing having coperating plyin motive fluid to one end' of oneof said said cylinders toA which motive fluid is not supplied.

2. The combination with a plurality of movable members, motorcylinders,l pistons means connecting said pistons to saidmechanism forvaryin the speed of the `vehicle pipes leading to sai cylmders, a valvecasing with which said pipes communicate, a valve within said casinghaving passagesv for separately supplying motive fluid to saidcylinders, and interlocking devices for preventing the supply of motiveof said cylinders.

3. The combination with a plurality of motor cylinders, separatepassages leading to the ends of each of said cylinders forsupplying'fluid thereto, separate pipes leading to the other ends ofsaid cylinders for supplying motive fluid thereto, a valve casing -Withwhich said pipes communicate, a valve within said casing forsimultaneously supplying motive fluid through one of said first pipes toone of the cylinders, and through the other pipes to the other of saidcylinders, and coincidently connecting the remaining pipes with anexhaust port. -A

4. The combination witha plurality of movable members, of motorcylinders which control said members, separate pipes leadof saidcylinders for supplying fluid for moving the pistons therein to actuatesaid members, separate pipes leading to theA other ends of saidcylinders for supplying motive fluid to cause the said members to returnto their normal positions, means for simultaneously supplying motivefluid through one of said first pipes to one of the cylinders, and tothe other cylinders through said second pipes, and vmeans for t-ivefluid throughmore than one of said first p In testimony whereof, signthis specification in the presence of two witnesses.

. FRANK L. CHASE. Witnesses:

v WILSON C. PRICE,

CHARLESS. TRACE..

simultaneous supply of mo-

